BARRETT, Richard Leonard (8901 NE 89th Street, Kansas City, Missouri, 64157, US)
STOVER, A. Blair, Jr. (5559 NW Barry Road, Kansas City, Missouri, 64154, US)
BARRETT, Richard Leonard (8901 NE 89th Street, Kansas City, Missouri, 64157, US)
| CLAIMS 1. A regenerative electric drive refrigerated unit for a conveyance vessel comprising: a diesel engine that when running powers a compressor unit in a refrigeration unit that provides temperature regulation to a compartment in the conveyance vessel; the refrigeration unit comprising, in addition to the compressor unit that compresses a refrigerant in the refrigeration unit, an electric motor to power the compressor unit when the diesel engine is not running; means for powering a drive motor, said means enabled by movement of the conveyance vessel; an electricity generator adapted to said drive motor such that the drive motor enables said electricity generator to generate electricity; means for stopping said diesel engine and applying the generated electricity to the electric motor to power the compressor unit when the diesel engine is stopped and not running; and means for starting said diesel engine and discontinuing the application of the generated electricity to the electric motor when the diesel engine is started and running. 2. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 1, wherein said means for powering the drive motor comprises: a wheel riding on an axle of the conveyance vessel such that contact with a road surface causes said wheel and axle to rotate; a drive mechanism coupled with said axle so that said drive mechanism, when said axle rotates, drives a hydraulic pump; and a hydraulic fluid pressure system, connecting the hydraulic pump with the drive motor, such that the drive motor is powered when said axle rotates. 3. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 1, wherein said means for stopping said diesel engine and applying the generated electricity to the compressor unit when the diesel engine is stopped and not running, and said means for starting said diesel engine and discontinuing the application of the generated electricity to the compressor unit when the diesel engine is started and running, comprises a system controller that: Receives signals with respect to unit operating parameters; When said signals indicate that the unit is within operating parameters, energizes an electrical contactor which applies electrical power to the refrigeration unit when the power of the electricity generator is within specifications, and powers down the diesel engine; and When said signals indicate that the unit is not within operating parameters, de- energizes the electrical contactor, removing electrical power from the refrigeration unit, and powers up the diesel engine; thereby facilitating the application of the generated electricity to the compressor unit when the diesel engine is stopped and not running, and discontinuing the application of the generated electricity to the compressor unit when the diesel engine is started and running. 4. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 3, further comprising: a speed and directional sensor that senses the speed and forward or reverse direction of the conveyance vessel and signals said speed and direction to the system controller. 5. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 4, further comprising a clutch controller that: Actuates a clutch that engages or disengages the hydraulic pump when signaled by the controller. 6. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 5, wherein said clutch is mechanical, electrical, hydraulic, or pneumatic. 7. A regenerative electric drive refrigerated unit for a conveyance vessel comprising: a diesel engine that when running powers a compressor unit in a refrigeration unit that provides temperature regulation to a compartment in the conveyance vessel; the refrigeration unit comprising, in addition to the compressor unit that compresses a refrigerant in the refrigeration unit, an electric motor to power the compressor unit when the diesel engine is not running; an electricity generator that generates electricity; means for powering said electricity generator; means for engaging and disengaging said means for powering said electricity generator; means for stopping said diesel engine and applying the generated electricity to the electric motor to power the compressor unit when the diesel engine is stopped and not running; and means for starting said diesel engine and discontinuing the application of the generated electricity to the electric motor when the diesel engine is started and running. 8. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 4, wherein said means for powering said electricity generator comprises: a wheel mounted on an axle of the conveyance vessel so that when said wheel is in contact with a road surface said wheel rotates; and a coupler, connecting the axle and electricity generator, with means for changing a rotation ratio between said axle and the electricity generator. 9. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 5, wherein said means for changing the rotation ratio between said axle and the electricity generator comprises a step-up transmission. 10. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 5, wherein said means for changing the rotation ratio between said axle and the electricity generator comprises a continuously variable transmission. 11. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 4, wherein said means for engaging and disengaging said means for powering the electricity generator comprises: a support to which is attached a pivoting arm; a wheel mounted on an axle of the conveyance vessel suspended from the pivoting arm so that when said wheel is in contact with a road surface said wheel rotates; means for lifting and lowering said support such that, when the support is lowered, the pivoting arm is also lowered so that the wheel is placed in contact with the road surface, thereby facilitating rotation of the wheel and its axle, and such that, when the support is lifted, the pivoting arm is also lifted so that the wheel is removed from contact with the road surface; means for cushioning and dampening shock and vibration to and movement of the support when the wheel is in contact with the road surface; and means for commanding the lifting or lowering of said support. 12. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 8, wherein said means for lifting and lowering said support comprises a pneumatic lifting and lowering unit, further comprising: an air tank fixed to the support and affording pressurized air to the pneumatic lifting and lowering unit; a lift air bag, connecting the support and pivoting arm, that when pressurized lowers the support and pivoting arm and when depressurized, lifts the support and pivoting arm; and a lift air bag controller valve that regulates air pressure of the lift air bag. 13. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 8, wherein said means for lifting and lowering said support comprises a hydraulic lifting and lowering unit. 14. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 8, wherein said means for cushioning and dampening shock and vibration to and movement of the support when the wheel is in contact with the road surface comprises a pneumatic cushioning and dampening unit, further comprising: an air tank fixed to the support and affording pressurized air to the pneumatic cushioning and dampening unit; and a suspension air bag connected with the support so that shock and vibration to and movement of the support is dampened when the wheel is placed in contact with the road surface. 15. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 8, wherein said means for cushioning and dampening shock and vibration to and movement of the support when the wheel is in contact with the road surface comprises a hydraulic cushioning and dampening unit. 16. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 8, wherein said means for commanding the lifting or lowering of said support is an activation switch located in or near a driver or passenger cabin of the conveyance vessel. 17. A regenerative electric drive refrigerated unit for a conveyance vessel as claimed in claim 4, wherein said means for stopping said diesel engine and applying the generated electricity to the compressor unit when the diesel engine is stopped and not running, and said means for starting said diesel engine and discontinuing the application of the generated electricity to the compressor unit when the diesel engine is started and running, comprises: a voltage regulator electrically connected with the electricity generator; an electrical breaker panel electrically connected with the voltage regulator; a switching unit electrically connected with the electrical breaker panel; a power switch electrically connected with the switching unit; a time delay switch electrically connected with the power switch; and the time delay switch electrically connected with therefrigeration unit, whereby an electrical signal is provided to the diesel engine to stop and cease running, facilitating the application of the generated electricity to the compressor unit when the diesel engine is stopped and not running, and discontinuing the application of the generated electricity to the compressor unit when the diesel engine is started and running. |
Refrigeration units of certain freight transportation units, for example, tractor/trailer combinations or other conveyance vessels, currently use independent power supplies for said refrigeration systems. For example, the refrigeration system of a tractor/trailer combination that provides refrigeration and temperature regulation for a compartment in the trailer unit is provided power using an independent engine, often diesel-powered. Thus, both the tractor and the refrigeration unit of the trailer are independently powered. This current requirement for independent powering is inefficient and requires the burning of fossil fuels to power both the tractor and the trailer refrigeration system. Tapping the resources of the energy provided by the motion of the tractor/trailer unit results in substantial energy savings and reduction of air pollution in the environment.
Patent Application US 2004/0026927 Al, Stevenson et al., describes a flywheel-based regenerative energy management system having an integrated fly-wheel- motor-generator coupled to a system controller and further coupled to a drivetrain motor-generator for use in a hybrid vehicle. The invention described therein enables a vehicle to capture the kinetic energy resulting from a braking event, store this energy, and then re-use the stored energy for subsequent vehicle acceleration.
U.S. Patent 6,223,546 Bl, Chopko et al., describes an electrically powered transport refrigeration unit comprised of a synchronous generator, a compressor drive motor, and at least one fan motor. The compressor drive motor and fan motor are directly coupled to the generator. A diesel engine supplying energy to the refrigeration unit directly drives the generator. U.S. Patent 5,487,278, Hilleveld et al., describes a back-up switching system for refrigerator tracks that restarts a diesel engine associated with a refrigerator compressor on a refrigerator trailer to operate the compressor when there is a failure of either a standby motor or alternating current voltage power supply energizing the standby motor.
U.S. Patent 5,489,001, Yang et al., describes a differential coupling and compound power system for a vehicle. The invention therein described is directed to a driving system that incorporates a primary gyroscopic power source and a magnetic coupling and driving device that can be used to individually or simultaneously control the output of the drive vehicle.
The current invention taps the energy of the motion of the tractor/trailer combination or other conveyance vessel in that an electricity generator driven by the rotation of a wheel or wheels in contact with the road surface generates the electricity required for the refrigeration system. The invention described herein can be adapted to any refrigeration system or electrical load, including without limitation refrigeration systems or electrical loads for railroad cars, similar to those employed on the trailer of tractor/trailer units.
The Regenerative Electric Drive Unit is a system that provides "green" electrical power to certain transport trailers or other conveyance vessels requiring onboard refrigeration systems. The power is created by either of the embodiments as more fully set forth herein: a differential driven hydraulic pump that draws power from the revolutions of one or more wheels of the transport trailer or conveyance vessel and in turn drives an electricity generator; or a separate trailing wheel or wheels mounted under a carriage of the trailer or other conveyance vessel, raised and lowered with a pneumatic or hydraulic lift system, the rotation of which when in contact with a road surface drives an electricity generator. Both embodiments readily can be adapted to fit new and existing transport trailers or other conveyance vessels.
Both embodiments drive an on-board electricity generator via a differential drive train and supply electrical power to the on-board refrigeration system, thereby providing temperature regulation to a compartment in the transport trailer or other conveyance vessel. Alternative power is supplied by an existing diesel engine, used as a back-up, found in transport trailers or other conveyance vessels requiring onboard refrigeration systems. The invention provides for alternating the power source between the electricity generator and diesel engine power. While the conveyance vessel is in motion, the refrigeration system draws power from the electricity generator without running the diesel engine, thereby significantly reducing fuel expense and air pollution associated with the operation of the refrigeration system when powered by the diesel engine.
For purposes of simplicity and clarity and not by way of limitation, the invention described herein will be described in conjunction with a refrigeration unit mounted on a tractor/trailer combination. The device and methods described herein may, however, be applied to any type of conveyance vessel using any mechanism requiring electrical power. Accordingly, the drawings herein referenced are directed to a refrigerated tractor/trailer combination.
Figure 1 is a plan view, combined with a schematic electrical diagram, of the preferred embodiment of the invention. Figure 2 is a view of the preferred embodiment of the invention from the rear of the trailer. Figure 3A is a side view of the preferred embodiment of the invention, and Figure 3B is an exploded view of the indicated portion of Figure 3 A. Figure 4 represents a plan view, combined with a schematic electrical diagram, of an alternate embodiment of the invention. Figure 5 represents a view of the alternate embodiment of the invention, from the back end of the trailer. Figure 6 represents a side view of a portion of a carriage assembly that affords a lifting and lowering mechanism for the alternate embodiment.
The preferred embodiment of the invention herein comprises a Drive Assembly II, a Generator Assembly, a Hydraulic Assembly, an Electrical Assembly II, a Controls Assembly, and a Refrigeration Assembly II.
The Drive Assembly II comprises a Differential Drive Unit (DDU) (1) coupled with a Differential Coupler (2),a Pneumatic Clutch (17) that engages power transmitted from the DDU to drive a Variable Speed Drive Hydraulic Pump (VSDHP) (5), a Pneumatic Solenoid Clutch Controller (18), and an Air Pressure Tank (19). The Pneumatic Clutch is an electrically-controlled, pneumatically-actuated system. Engen System Controller (23) commands the Pneumatic Clutch through the Pneumatic Solenoid Clutch Controller to engage based on operating conditions of the conveyance vessel, Generator Assembly, and alarm conditions as described below. To engage the Pneumatic Clutch, the Engen System Controller electrically activates the Pneumatic Solenoid Clutch Controller thereby opening a solenoid valve in the Pneumatic Solenoid Clutch Controller and applying air pressure from the Air Pressure Tank to the Pneumatic Clutch, causing it to engage.
Conversely, to disengage the Pneumatic Clutch, the Engen System Controller electrically de-energizes the Pneumatic Solenoid Clutch Controller moving the solenoid valve which vents trapped air holding the Pneumatic Clutch in place, allowing it to disengage. The primary purpose of the Pneumatic Clutch is to prevent the VSDHP from being rotated in the reverse direction, which may damage it. The Pneumatic Clutch is also used to isolate Power Take-Off (PTO) Electricity Generator II (11) from the conveyance vessel's drive train under certain alarm conditions such as vehicle over-speed or high temperature alarms.
The Generator Assembly comprises the PTO Electricity Generator II Chassis (12) and the PTO Electricity Generator II located within the PTO Electricity Generator II Chassis.
The Hydraulic Assembly comprises a Hydraulic Drive Motor (HDM) (3) coupled directly with the PTO Electricity Generator II and located within the PTO Electricity Generator II Chassis, a Hydraulic Fluid Reservoir (4) providing a hydraulic fluid reservoir for a hydraulic fluid pressure system, the VSDHP that is coupled to the DDU through the Pneumatic Clutch and Differential Coupler, a hydraulic fluid pressure line carrying hydraulic fluid and connecting the VSDHP with the HDM, a hydraulic fluid suction line carrying hydraulic fluid and connecting the Hydraulic Fluid Reservoir and the VSDHP, a hydraulic fluid case drain line carrying hydraulic fluid and connecting the HDM and the VSDHP, a VSDHP Assembly Support (9), and a Hydraulic Fluid Cooling Radiator (10) located within the PTO Electricity Generator II Chassis and connected with the Hydraulic Fluid Reservoir. The HDM is engaged with and rotates a shaft in the PTO Electricity Generator II. The HDM includes a speed governor that controls the frequency of the electrical output.
The Electrical Assembly II comprises a high voltage cable connecting the PTO Electricity Generator II with a PTO Electrical Contactor (22) and PTO Metering Electronics (25). The Electrical Assembly II further comprises a high voltage cable connecting the PTO Electrical Contactor with an Electrical Breaker Panel II (14). The Electrical Breaker Panel II is a circuit breaker panel with the amperage of the circuit breaker matched to the maximum requirements of the Refrigeration Unit II. The Refrigeration Assembly II comprises a high voltage cable connecting the Electrical Breaker Panel II to a Refrigeration Unit II (16).
The Refrigeration Unit II, commonly known in the art, is comprised of a diesel engine, a compressor that compresses a refrigerant in the Refrigeration Unit II, and an electric motor to operate the compressor when the diesel engine is not running, thereby providing temperature regulation. The diesel engine, the compressor, and the electric motor are not depicted in the drawings as they are commonly known in the art. When the diesel engine is operating, it provides power to the compressor. When the diesel engine is not operating and electricity from an external source, for example, the national electrical grid, is available, then the electric motor may be used to operate the compressor. As more fully explained herein, when the Regenerative Electric Drive Refrigerated Unit is operating while the conveyance vehicle is in forward motion, the diesel engine is shut off and not running and power to the electric motor to operate the compressor is supplied by the PTO Electricity Generator II, thereby conserving energy and reducing air pollution.
The Controls Assembly comprises the Engen System Controller, a Speed and Directional Sensor (27) mounted on an axle housing of the Differential Drive Unit, and the PTO Metering Electronics located with the PTO Electricity Generator II Chassis. The Engen System Controller monitors essential operating parameters of the Regenerative Electric Drive Refrigerated Unit, such as hydraulic oil level and temperature, conveyance vessel speed and motion direction, and PTO Electricity Generator II output.
In the preferred embodiment of the invention disclosed herein, the Regenerative Electric Drive Refrigerated Unit contemplates replacing an existing axle of the trailer unit. A Differential Drive Unit (DDU) is integrated into an axle, preferably the front axle for trailer units with two or more rear axles, of the trailer unit. The DDU is similar to the differential assemblies widely known in the motor vehicle industry. The DDU is fitted with the Differential Coupler that will allow the adaptation of the Variable Speed Drive Hydraulic Pump (VSDHP) to be driven from the rotations of the DDU through the Pneumatic Clutch. The VSDHP is mounted to the DDU with the VSDHP Assembly Support, specially designed brackets supporting the VSDHP. This mounting allows free movement of the VSDHP unit in conjunction with the suspension movements of the DDU.
The VSDHP is driven by the rotation of the wheels of the tractor/trailer when the tractor/trailer is in forward motion, said wheels which in turn rotate an axle upon which said wheels are mounted, activating the DDU. The Differential Coupler is engaged with the DDU and provides power to the VSDHP through the Pneumatic Clutch when the tractor/trailer is in forward motion.
The VSDHP supplies hydraulic fluid pressure via a hydraulic fluid pressure line to the Hydraulic Drive Motor located within the PTO Electricity Generator II Chassis. This PTO Electricity Generator II Unit Housing also includes the Hydraulic Fluid Cooling Radiator, the Hydraulic Fluid Reservoir, the PTO Metering Electronics, the PTO Electrical Contactor, and the PTO Electricity Generator II. The VSDHP obtains its needed hydraulic fluid from the Hydraulic Fluid Reservoir via a hydraulic fluid suction line that allows the driving of the Hydraulic Drive Motor by the provision of hydraulic fluid pressure through a hydraulic fluid pressure line. This hydraulic fluid pressure line delivers the needed hydraulic fluid pressure to the HDM. In the event that there is excess pressure and fluid delivered to the HDM, then the excess fluid under pressure is returned to the VSDHP via a hydraulic fluid case drain line. The PTO Metering Electronics is a circuit board mounted on the PTO Electricity Generator Chassis that contains measurement circuitry that monitors the PTO Electricity Generator IFs voltage, frequency, and electrical current output. It has alarm outputs that are energized when out of tolerance conditions occur in order to monitor the PTO Electricity Generator IFs operation. Such alarm outputs may include without limitation high or low voltage, overload current, and high or low frequency.
While the conveyance vessel is stopped or traveling in reverse, the Engen System Controller powers down the system to save energy and protect the VSDHP from damage. When the conveyance vessel begins motion in the forward direction and at a speed in excess of approximately three miles per hour (3 mph), the Engen System Controller powers up the PTO Metering Electronics and engages the Pneumatic Clutch through the Pneumatic Solenoid Clutch Controller to begin rotation of the VSDHP and initiate electricity generation. The Engen System Controller receives alarm output from the PTO Metering Electronics, as noted above, as well as multiple mechanical inputs, for example without limitation, oil level, oil temperature, and oil filter conditions. When the Engen System Controller senses that all alarm conditions are cleared and the power available from the PTO Electricity Generator is within specifications, it actuates the PTO Electrical Contactor, thereby applying three phase electrical power to the Refrigeration Unit II through the protection of the Electrical Breaker Panel.
If at any time an alarm occurs, the Engen System Controller takes appropriate action, ranging from illuminating a warning light in the event of a dirty hydraulic oil filter, to an orderly shutdown of the PTO Electricity Generator II and disengagement of the Pneumatic Clutch in the case of an over-temperature alarm. In operation, the Engen System Controller will apply three phase AC power to the Refrigeration Unit II once the conveyance vessel has reached a minimum speed of approximately 20 to 25 mph. Once electrical power is applied, the diesel engine in the Refrigeration Unit II stops and Refrigeration Unit II is shifted into electrical operation, thereby saving fuel cost and reducing atmospheric pollution. Once the conveyance vessel slows below the minimum operating speed, the Engen System Controller disconnects the AC power from Refrigeration Unit II and the diesel engine of Refrigeration Unit II re-starts. The Engen System Controller monitors the timing of start-up and shut-down cycles to prevent rapid system cycling in slow traffic, and provides time delays to allow compressor bleed-down during transitions between diesel and electrical operation.
The Speed and Directional Sensor, the Pneumatic Solenoid Clutch Controller, the Air Pressure Tank, and the Pneumatic Clutch prevent damage to the VSDHP where said VSDHP sustains damage when its internal mechanism is run in reverse. A modified or redesigned VSDHP that does not sustain such damage would obviate the need to protect it from being run in reverse and the need for the clutch system. Alternatively, by modifying the Differential Drive Unit to incorporate a mechanical method to decouple the Differential Drive Unit and Differential Coupler from the VSDHP, protection can thereby be afforded the VSDHP, eliminating the need for the clutch system.
The Regenerative Electric Drive Refrigerated Unit has two key control loops: one loop controls the frequency of the electrical power generated; and the other loop controls the voltage of the electrical power generated by PTO Electricity Generator II. Thus by tailoring these two control loops, the invention provides electrical power suited to equipment in any region of the world. For example, by setting the HDM speed governor to rotate the PTO Electricity Generator II shaft at 1800 rotations per minute (RPM), the output frequency will be 60 Hertz (cycles per second), suitable for North America or other regions with similar electrical requirements. Setting the HDM speed governor to rotate at 1500 RPM will yield an output frequency of 50 Hertz, suitable for Europe and other areas with similar electrical requirements.
The constant frequency developed by the invention is made possible by the VSDHP which provides sufficient hydraulic pressure and flow to operate the HDM over vehicle speeds ranging from 25 miles per hour to 75 miles per hour.
PTO Electricity Generator II is a three phase AC voltage generator and is selected with power output capabilities to match the requirements of the load, for example, in a trailer refrigeration unit. The PTO Electricity Generator II can be of any voltage required in the region of application. Typical refrigeration units have power requirements that range from 115 Volts AC to 460 Volts AC. The PTO Electricity Generator II has a voltage regulator that maintains voltage output at a constant level over the full range of power output.
When the PTO Electricity Generator II rotates at the appropriate speed setting of either 1500 or 1800 RPMs, depending on the region of application, then the PTO Electricity Generator II supplies to the Refrigeration Unit II three phase AC electrical power with voltage matched to the requirements of the installed Refrigeration Unit II. By example and without limitation, this voltage output requirement is typically voltage in the range of 208 to 460 volts. One embodiment uses a Refrigeration Unit II that requires and is provided 65 amperes of 230 Volt Three Phase 60 Hertz (Cycles per Second) AC electrical power. By directly generating high voltage AC three phase power, the invention is able to operate at a higher efficiency level, particularly with electrical motor load applications, compared to DC systems or single phase AC systems. In addition, transmission losses are much lower with high voltage AC compared to DC equipment, particularly in applications as in a refrigerated trailer unit where the generator location is typically a significant distance from the load.
Those of ordinary skill in the art could readily adopt a variable speed transmission to regulate the output of the DDU so that the required RPMs are delivered and remain consistent with different speeds of the tractor/trailer.
Another embodiment of the invention comprises a Drive Assembly I, a Carriage Assembly, an Electrical Assembly I, and a Refrigeration Assembly I.
The Drive Assembly I comprises a Drive Wheel Axle (101), an Axle to Transmission Coupler (102), a Step-Up Transmission (103), a Drive Wheel (104a), a Carrier Wheel (104b), and a Transmission to PTO Electricity Generator I Coupler (105).
The Carriage Assembly comprises an Activation Switch (106), a Drive Side Lift Air Bag (107a), a Carrier Side Lift Air Bag (107b), a Drive Side Suspension Air Bag (108a), a Carrier Side Suspension Air Bag (108b), a Drive Side Swing Arm Hanger (109a), a Carrier Side Swing Arm Hanger (109b), an Air Tank (110), a Lift Air Bag Controller Valve (111), a Carriage Support (112a), a Carriage Support Pivot Brace (112b), a Carriage Support Swing Arm Brace (112c), a Carriage Support Axle Mount (112d), a Drive Side Swing Arm Pivot (113), a Carrier Side Swing Arm Pivot (not pictured), a Drive Side Swing Arm (114a), a Carrier Side Swing Arm (114b), and a Carrier Wheel Axle (115). The Electrical Assembly I comprises a Power Take-Off (FTO) Electricity Generator I (116), a Power Lead-in Line VR I (117) connecting the PTO Electricity Generator I to a Voltage Regulator (118), a Power Lead-in Line EBP 1 (119) connecting the Voltage Regulator to an Electrical Breaker Panel I (120), a Power Lead-in Line LVSU I (121) connecting the Electrical Breaker Panel I to a Low Voltage Switching Unit I (122), a Power Lead-in Line IPS I (123) connecting the Low Voltage Switching Unit I to an Power Switch I (124), and a Power Lead-in Line TDS I (125) connecting the Power Switch to a Time Delay Switch I (126).
The Refrigeration Assembly I comprises a Power Lead-in Line I RU (127) connecting the Time Delay Switch to a Refrigeration Unit I (128).
The Activation Switch is located inside the cab of the tractor and, when engaged or disengaged, activates the Carriage Assembly and Drive Assembly I by either engaging or disengaging, respectively, the Drive Wheel and Carrier Wheel with the road surface. It is electrically connected indirectly with the Refrigeration Unit I through the Power Lead-in Line RU I.
The Refrigeration Unit I, commonly known in the art, is comprised of a diesel engine, a compressor that compresses a refrigerant in the Refrigeration Unit I, and an electric motor to operate the compressor when the diesel engine is not running, thereby providing temperature regulation. The diesel engine, the compressor, and the electric motor are not depicted in the drawings as they are commonly known in the art. When the diesel engine is operating, it provides power to the compressor. When the diesel engine is not operating and electricity from an external source, for example, the national electrical gird, is available, then the electric motor may be used to operate the compressor. As more fully explained herein, when the Regenerative Electric Drive Refrigerated Unit is operating while the conveyance vehicle is in motion, the diesel engine is shut off and not running and power to the electric motor to operate the compressor is directly supplied by the PTO Electricity Generator I, thereby conserving energy and reducing air pollution.
The Carriage Support, Carriage Support Pivot Brace, Carriage Support Swing Arm Brace, and Carriage Support Axle Mount provide a frame for the Drive Assembly I and the remainder of the Carriage Assembly to facilitate an air ride suspension and a pneumatic lifting system, providing for optimum contact of the Drive Wheel and Carrier Wheel with the road surface, thereby affording sufficient friction between said Drive Wheel and Carrier Wheel, on the one hand, and the road surface on the other hand, to facilitate rotation and not skidding of said Drive Wheel and Carrier Wheel. The Carriage Assembly provides for the ability to lift and remove the Drive Wheel and Carrier Wheel from contact with the road surface when not in operation. This lifting and removing the Drive Wheel and Carrier Wheel from contact with the road surface, or the lowering of the Drive Wheel and Carrier Wheel and providing contact of said Wheels with the road surface, are actuated by the Activation Switch.
Although in this embodiment the Carriage Assembly uses a pneumatic system, one of ordinary skill in the art may readily adapt a hydraulic fluid pressure system to raise and lower the Carriage Assembly.
The Drive Side Lift Air Bag, the Carrier Side Lift Air Bag, the Drive Side Swing Arm Hanger, the Carrier Side Swing Arm Hanger, the Air Tank, and the Lift Air Bag Controller Valve are each mounted to the Carriage Support. The Drive Side Suspension Air Bag and the Carrier Side Suspension Air Bag are mounted to and between the Carriage Support and the Carriage Support Swing Arm Brace. The Drive Wheel Axle and the Carrier Wheel Axle are adapted to the Carriage Support Axle Mount so that both Axles rotate freely when the Drive Wheel and Carrier Wheel are in contact with the road surface.
The Carrier Wheel Axle and the Drive Wheel Axle are mounted on the Carrier Side Swing Arm and the Drive Side Swing Arm, respectively, so that said Axles may rotate with the rotation of the Drive Wheel and the Carrier Wheel. The Drive Side Swing Arm Hanger and the Carrier Side Swing Arm Hanger pivot about the Drive Side Swing Arm Pivot and the Carrier Side Swing Arm Pivot, respectively, of the Drive Wheel and the Carrier Wheel, respectively, allowing the Drive Wheel and the Carrier Wheel to be lifted from or lowered to contact with the road surface.
The Drive Side Lift Air Bag and Carrier Side Lift Air Bag connect the Drive Side Swing Arm and the Carrier Side Swing Arm, respectively, to the Carriage Support. The Lift Air Bags lift and lower the Swing Arms so that the Carrier Wheel and Drive Wheel may be lifted from or lowered to contact with the road surface. The Drive Side Suspension Air Bag and the Carrier Side Suspension Air Bag provide for shock absorption for the Carriage Support, thereby helping to dampen shock and vibration through the Carriage Support Axle Mount when the Carrier Wheel and Drive Wheel are in contact with the road surface. The Air Tank provides pneumatic pressure for the Lift Air Bags and the Suspension Air Bags. The Lift Air Bag Controller Valve regulates the air pressure directed to the Lift Air Bags, thereby allowing the lifting or lowering of the Carriage Support.
The Axle to Transmission Coupler couples the Drive Wheel Axle with the Step-Up Transmission, which has a 1:2.48 gear ratio. The Electrical Breaker Panel I is a circuit breaker panel with the amperage of the circuit breaker matched to the maximum requirements of the Refrigeration Unit I. The Carriage Assembly places the Drive Wheel and the Carrier Wheel in contact with the road surface so that surface friction is sufficient to ensure that the Drive Wheel and Carrier Wheel rotate rather than skid across the road surface. The Carriage Assembly provides the desired amount of pressure to allow for maximum ground driven power of the Drive Wheel and Carrier Wheel by virtue of their contact with the road surface. The Activation Switch allows an operator to raise and lower the Carriage Assembly. The Drive Wheel and Carrier Wheel are placed into contact with the road surface when the Activation Switch is engaged and lifted from contact with the road surface when the Activation Switch is disengaged. The lifting and lowering capabilities of the Carriage Assembly are controlled by the Lift Air Bag Controller Valve, which prevents over-inflation of the Lift Air Bags and allows the Drive Assembly I and Carriage Assembly to be lifted, thereby removing the Drive Wheel and Carrier Wheel from contact with the road surface and providing maximum road surface clearance when not in use.
The Drive Wheel and Carrier Wheel are standard sixteen inch (16") load range E tires inflated to approximately 85 pounds per square inch (PSI). The Drive Wheel and the Carrier Wheel have separate axles, the Drive Wheel Axle and the Carrier Wheel Axle, respectively.
The Drive Wheel Axle is set in motion by the Drive Wheel when the Drive Wheel is in contact with the road surface. Rotation of the Drive Wheel causes rotation of the Drive Wheel Axle, which in turn causes rotation of a shaft in the Step- Up Transmission, coupled to the Drive Wheel Axle by the Axle to Transmission Coupler.
The Step-Up Transmission increases output RPMs at a ratio of one revolution per minute (RPM) input (of the Drive Wheel Axle) to an output of 2.48 revolutions per input rotation. The Step-Up Transmission is coupled to the PTO Electricity Generator I via the Transmission to PTO Electricity Generator I Coupler, causing a shaft in the PTO Electricity Generator I to rotate, thereby facilitating the production of electricity by the PTO Electricity Generator I.
The PTO Electricity Generator I then sends power to the Voltage Regulator, which is electrically connected with the Electrical Breaker Panel I. The Electrical Breaker Panel I is connected to the Low Voltage Switching Unit I, which regulates the system's electrical needs. The Low Voltage Switching Unit I is connected to the Power Switch I, which in turn is connected with the Time Delay Switch I. When the electrical output from the PTO Electricity Generator I falls below the required operating level of the Refrigeration Unit I, then the diesel engine is signaled by the Power Switch I and engaged, i.e., started and running, to fulfill the power requirements of the Refrigeration Unit I. The Time Delay Switch I helps to prevent sudden surges when the diesel engine is powered up or down. It also prevents frequent power cycling of the diesel generator and ensures that there is never too much pressure on the compressor unit of the Refrigeration Unit I.
When the electrical output of the PTO Electricity Generator I is sufficient, then the Power Switch I signals the diesel engine to stop and the diesel engine ceases to run.
The optimum operating range of the PTO Electricity Generator I is effected when the speed of the tractor/trailer is from 63 to 67 miles per hour (MPH). If the speed drops below 63 MPH, then the system is not capable of producing the needed RPMs for required electrical output of the PTO Electricity Generator I. The diesel engine is then signaled by the Power Switch I to start and run. Those of ordinary skill in the art could readily adopt a variable speed transmission to regulate the output of the TMDDU so that the required RPMs are delivered and remain consistent with different speeds of the tractor/trailer.